49 results about "Sprung mass" patented technology

The invention relates to the technical field of control systems, and discloses a control system for a magneto-rheological semi-active suspension, comprising an acceleration sensor configured to collect vibration acceleration signals of sprung mass and unsprung mass of a vehicle; the displacement sensor is configured to monitor the dynamic deflection of the suspension; the gyroscope is configured to obtain attitude information of a pitch angle and a roll angle of the vehicle body; the vehicle speed sensor is configured to detect the vehicle running speed in real time; the binocular camera is configured to collect pavement environment image information; the magneto-rheological damper is configured to adjust the damping force according to the current of the electromagnetic coil; the MCU controller comprises a signal acquisition module, a control processing module, a current driving module and a current sampling module; the signal acquisition module is configured to convert a sensor signal into a physical quantity; the control processing module is configured to fuse multi-source information to calculate expected damping force; the current driving module is configured to output PWM driving current to the magnetorheological damper; and the current sampling module is configured to feed back an actual current value to realize closed-loop control.

The invention provides an active suspension control method and system based on structural constraints and a bionic reference model, and relates to the technical field of active suspension control, and the method comprises the steps: S1, building a two-degree-of-freedom active suspension system model, and designing a disturbance observer to determine disturbance influence parameters; s2, establishing a bionic reference model to provide a reference tracking trajectory for motion control in the two-degree-of-freedom active suspension system; s3, setting a suspension mechanical structure hard constraint condition, and designing a nonlinear coordination function to balance the smoothness of the vehicle and the suspension deflection; s4, designing a preset performance controller according to the sprung mass vertical displacement tracking error; and S5, outputting the final active control force of the controller to realize two-degree-of-freedom active suspension system control. The sprung quality tracking trajectory error is controlled through the preset performance controller; and through a nonlinear coordination function, an active suspension control target is adjusted, and the suspension stroke is prevented from exceeding the structural limitation.

The invention relates to the technical field of vehicle electric control suspensions, in particular to a chassis prediction control system and method based on binocular vision and multi-domain cooperation, and constructs the chassis prediction control system based on binocular vision and multi-domain cooperation based on an ADAS binocular camera. IMU data of a binocular camera is obtained by using a data acquisition module of the chassis prediction control system, visual observation data of a vehicle body is obtained by using a binocular visual processing module, and then the IMU data and the visual observation data are fused and converted into a three-dimensional image by using modules such as an extended Kalman filtering fusion module and a motion conversion module. The sprung mass vertical acceleration and sprung mass vertical speed of the vehicle four-corner suspension provide accurate suspension four-corner vertical motion state input for an electric control suspension controller, and the accuracy and real-time performance of the electric control suspension for vehicle body posture control are guaranteed. Meanwhile, the problems that a special IMU is difficult to arrange, high in cost and insufficient in precision and IMU resources of an ADAS system are wasted are solved.

The embodiment of the invention discloses a driving vehicle comfort control method and device and electronic equipment. The method comprises the steps that vector features corresponding to information of protrusions in front of a vehicle are obtained; in response to the condition that the vector feature meets a preset first control condition, determining a parameter group matched with the vector feature in a preset database based on a Hash algorithm, so as to adjust the opening degree of an electromagnetic valve of the shock absorber based on a damping coefficient in the parameter group; and based on the current speed and the current sprung mass of the vehicle, the damping coefficient is adjusted through a PID control algorithm. In the embodiment of the invention, the existing vehicle-mounted sensors (a wheel speed sensor, a longitudinal acceleration sensor, a motor torque signal and a camera) can be completely reused to construct a sensing network of the preview system, and the effect close to that of an advanced preview system can be achieved without additionally invested hardware cost of a high-precision laser radar and a double-cavity air suspension. And the method can be adapted to middle and low-end vehicles to meet the driving comfort requirements of middle and low-end users.

The application belongs to the technical field of new energy vehicle dynamics control and energy management, and particularly relates to a power distribution method for a distributed drive vehicle in a variable-gradient transition working condition. First, a four-degree-of-freedom half-vehicle suspension dynamics model containing sprung mass vertical motion, pitching motion and front and rear unsprung mass vertical motion is constructed, Kalman filtering is used to fuse inertial measurement unit and suspension height sensor signals to observe front and rear axle dynamic normal loads in real time; based on the dynamic loads and a magic formula tire model, the upper limits of front and rear motor safe torques are calculated; finally, a hierarchical distribution strategy combining offline global efficiency optimization and online safety constraint compensation is used: an optimal driving mode table and an optimal distribution ratio table are generated offline, and after a reference torque is obtained by online table lookup, constraint checking and axle torque compensation are performed based on a dynamic safety boundary. The application realizes predictive slip control in a cross-gradient transient working condition, ensures driving stability and takes into account system efficiency in all working conditions.

The embodiment of the invention relates to the technical field of vehicle intelligent sensing and control, and discloses a road condition recognition method and device and a vehicle, and the method comprises the steps: for at least one wheel of the vehicle, obtaining a first vertical speed signal and a second vertical speed signal corresponding to each wheel; the first vertical speed signal represents the vertical speed of the sprung mass at the corresponding wheel position, and the second vertical speed signal is used for representing the vertical speed of the unsprung mass at the corresponding wheel position; determining an obstacle recognition condition corresponding to each wheel according to the first vertical speed signal and the second vertical speed signal; and determining obstacle information identified by the vehicle according to the obstacle identification conditions of all the wheels. By applying the technical scheme of the invention, the real-time and accurate recognition of the obstacle crossing event of the vehicle can be realized by fusing the dynamic response characteristics of the sprung mass and the unsprung mass and combining the multi-level collaborative arbitration logic.

The embodiment of the invention relates to the technical field of vehicles, and discloses a pit identification method and device, and the method comprises the steps: obtaining the vertical speed information of the sprung mass and the vertical speed information of the unsprung mass of each wheel of a vehicle; determining speed characteristic information of each wheel according to the vertical speed information of the sprung mass and the vertical speed information of the unsprung mass of each wheel; and according to the speed characteristic information of each wheel, determining a pit identification result of the vehicle. By applying the technical scheme of the invention, the problem of poor accuracy of pit identification in the prior art can be solved.

The application discloses a suspension control system and a control method thereof, and belongs to the field of vehicle control technology. The suspension control system comprises a suspension system, a fuzzy adaptive PID controller, a magnetorheological damping force limiter, a magnetorheological damper controller and an inertance coefficient adjusting unit, the inertance container is a variable inertance inertance container; a sprung mass acceleration sensor transmits a signal to the fuzzy controller to obtain a target damping force, and the force is input to the magnetorheological damper controller through the magnetorheological damping force limiter, and the magnetorheological damper controller provides an actual damping force to the suspension system; the optimal controller is designed, the non-sprung mass acceleration x t , displacement x t -x b , x b -x r and the actual damping force are weighted to obtain an optimal inertance coefficient under a current road condition. The system and the method can convert wheel resonance into inertance container resonance, the control method is beneficial to separately controlling the inertance coefficient under different road conditions, can be combined with the magnetorheological damper for joint control, can adjust parameters in real time, and realizes optimal comprehensive performance of the system under all road conditions.

The invention discloses a new energy automobile quarter active suspension comprehensive test bench, which relates to the technical field of new energy automobiles and comprises an iron floor, an actuator assembly is arranged at one end of the iron floor, and a sprung mass block guide device is arranged on one side, close to the actuator assembly, of the iron floor. A mass block lifting device is installed at the top end of the sprung mass block guiding device, a measured piece body is arranged at the top end of the actuator assembly, and a first measured piece fixing support connected through a bolt is arranged at the end, close to the measured piece body, of the sprung mass block guiding device. According to the device, the actuator assembly is arranged in the middle of the to-be-tested piece, the to-be-tested piece is locked through the binding band, the wheel fixing device adopts a U-shaped groove design, the to-be-tested piece body can be accurately positioned in the center of the actuator assembly, the wheel can be prevented from deviating, and then the dynamic behavior of a single wheel in real driving can be truly simulated through cooperation of the actuator assembly and the sprung mass block guiding device.

The invention relates to an impact load-oriented electro-hydraulic servo active suspension feedback linearization sliding mode robust control method, which belongs to the technical field of vehicle active suspension and electro-hydraulic servo control, and comprises the following steps of: firstly, establishing a quarter vehicle two-degree-of-freedom active suspension model; the method comprises the following steps: step 2, constructing a nonlinear dynamic model of the electro-hydraulic servo actuator of the valve-controlled cylinder; step 3, designing a feedback linearization sliding mode composite controller and giving a stability proof; and step 4, carrying out controller parameter setting and simulation comparison. According to the feedback linearization sliding mode robust control method provided by the invention, the nonlinearity and parameter uncertainty of the actuator can be effectively compensated under the impact working conditions of a deceleration strip and the like, the piston displacement tracking error and sliding mode buffeting are remarkably reduced, sprung mass vibration is reduced, the vehicle driving smoothness and attitude stability are improved, and the method is suitable for large-scale popularization and application. The method is suitable for the field of vehicle hydraulic active suspension control.

The application discloses a wheeled armored vehicle dynamics simulation platform and a construction method, equipment and medium thereof, relates to the field of wheeled armored vehicle simulation, and comprises the following steps: based on a Lagrange dynamics method, a dynamics model of a wheeled armored vehicle is constructed; the dynamics model of the wheeled armored vehicle comprises a sprung mass dynamics model, an unsprung mass dynamics model and a turret system dynamics model; and the dynamics model of the wheeled armored vehicle is iteratively simulated and solved to obtain a simulation result of the wheeled armored vehicle. The application improves the refinement degree of the construction of the dynamics model of the wheeled armored vehicle.

The application provides a load-adjustable shock absorber electromagnetic valve. The load-adjustable shock absorber electromagnetic valve comprises a shell having a containing cavity, and the shell assembly has a first mounting opening and a second mounting opening respectively communicating with the containing cavity; an adjusting piece, one end of the adjusting piece being located outside the shell, the other end of the adjusting piece extending into the containing cavity through the first mounting opening, and at least a part of the adjusting piece being movable relative to the shell to change the length extending into the containing cavity; an electromagnetic core, the electromagnetic core being arranged in the containing cavity, and the adjusting piece abutting against the electromagnetic core; a push rod, the push rod being arranged in the containing cavity, and the push rod abutting against one end of the electromagnetic core away from the adjusting piece; a piston, at least a part of the piston extending into the containing cavity through the second mounting opening; and one end of a first elastic piece abutting against one end of the push rod away from the electromagnetic core. The application solves the problem that the shock absorber electromagnetic valve in the prior art cannot adaptively adjust the adjustable damping range according to the sprung mass.

An electronically controlled suspension system for a motor vehicle having a sprung mass, an unsprung mass, and a control arm attached between the sprung and unsprung masses, may include an active mass damper and a driver to control the active mass damper, wherein the active mass damper is mounted to the control arm such that a first force applied by the active mass damper to the unsprung mass through the control arm is a fraction of a total force applicable by the active mass damper and a second force applied by the active mass damper to the sprung mass through the control arm is a remaining fraction of the total force, wherein the fraction is defined by a ratio of a distance of the active mass damper from the one end of the control arm and a length of the control arm.

The invention provides a flatness prediction method and system based on a wavelet and a physical neural network, and relates to the technical field of road engineering, and the method comprises the steps: carrying out the calculation through a scale function of a dbN wavelet, and obtaining a first weight coefficient of a pavement longitudinal contour elevation function; solving the quarter vehicle dynamic equation, determining unsprung mass displacement and sprung mass displacement, and obtaining a second weight coefficient and a third weight coefficient corresponding to the unsprung mass displacement and the sprung mass displacement respectively through wavelet transform; training a preset deep learning network model by using the obtained weight coefficient, and determining a loss function of the preset deep learning network model; performing iterative optimization on the preset deep learning network model by using a Bayesian optimization algorithm and the loss function to obtain a target deep learning network model; and inputting the fourth weight coefficient of the to-be-measured pavement into the target deep learning network model, and determining the to-be-measured unsprung mass displacement, the to-be-measured sprung mass displacement and the international flatness index.

This application provides a control method, device, and vehicle for a fully active suspension. The fully active suspension includes multiple sub-suspensions. The control method includes: acquiring the internal pressure of the air springs of the sub-suspensions; calculating the sprung mass based on the internal pressure and a pre-stored effective cross-sectional area of ​​the air springs; acquiring the vertical vibration acceleration at the current moment at the sub-suspension; calculating the theoretical active force based on the sprung mass and the vibration acceleration; and sending a control command based on the theoretical active force to apply the theoretical active force to the sub-suspensions. The control method, device, and vehicle for the fully active suspension provided by this application are simple and convenient, and can quickly and effectively calculate the theoretical active force to ensure that the actual active force of the sub-suspensions reaches the theoretical active force, thereby reducing vehicle vibration, improving vehicle ride comfort, and providing a superior user experience.

The application provides a vehicle damping control method and device, electronic equipment and readable medium, which are applied to a continuous damping control system, the vehicle damping is associated with the control strength of the vehicle body posture; the vehicle speed, the pitch angular velocity, the roll angular velocity and the sprung mass acceleration of the vehicle in the driving process are obtained; the driving road surface condition of the vehicle is determined according to the sprung mass acceleration and / or the vehicle speed; the driving road surface condition is used to indicate whether the driving road surface of the vehicle is a flat road surface and whether there is a vehicle impact object on the driving road surface; the vehicle body posture state of the vehicle is determined based on the pitch angular velocity and / or the roll angular velocity; the vehicle body posture state is used to indicate whether the vehicle body posture of the vehicle has a risk of losing control; whether the vehicle satisfies the damping improvement condition is judged based on the driving road surface condition, the vehicle speed and the vehicle body posture state; if the vehicle satisfies the damping improvement condition, the control strength of the vehicle on the vehicle body posture is improved by improving the damping of the vehicle, and the comfort on the flat road surface is ensured not to be deteriorated.

The application discloses a power flow based dynamic inertia suspension control method, comprising the following steps: step 1, establishing a dynamic inertia suspension structure and building a dynamic inertia suspension model; step 2, calculating the vibration power flowing into the dynamic inertia suspension; step 3, selecting a sprung mass as a vibration isolation object; step 4, determining the power flow based dynamic inertia suspension control method; step 5, determining dynamic inertia suspension performance indexes and comprehensive indexes; step 6, optimizing and determining dynamic inertia suspension parameters according to the dynamic inertia suspension performance indexes; and step 7, semi-actively realizing the power flow based dynamic inertia suspension control method. The control method greatly improves the dynamic inertia suspension performance; compared with an active suspension with high energy consumption, the semi-active realization has much lower energy consumption, reduces energy consumption, and meets the theme of energy saving, emission reduction and green environmental protection.

A ride height control system is described The ride height control system is for use in a vehicle comprising an active downforce system configured to generate a downforce acting on the vehicle. The ride height control system comprises a suspension system for supporting a sprung mass of the vehicle, wherein the suspension system comprises an actuator operable to control a ride height of the vehicle. A sensor is configured to detect a parameter indicative of a downforce generated by the active downforce system. The ride height control system further comprises a controller configured to operate the actuator as a function of an output signal from the sensor.

The invention discloses an automobile electric control suspension control method based on automobile body acceleration, which is applied to an electric control suspension comprising a controllable actuator and comprises the following steps of: 1, collecting automobile body acceleration and automobile speed information in an automobile running process; 2, determining whether the automobile is in a normal road condition state or a special road condition state according to a result recognized by the working condition double recognizer; and 3, when the automobile is in a normal road condition state, the comfort coefficient is used, when the automobile is in a special input road condition state, the dynamic adjustment coefficient is used, and therefore real-time control over the suspension system is achieved. According to the method, whether the automobile is in the special road surface input state or not can be recognized under the condition that only the sprung mass acceleration of the automobile body is processed, so that the effect of adaptively adjusting the control coefficient of the controllable suspension is achieved, and therefore the controllable suspension is efficiently made to process different road surface characteristics.

The invention relates to a semi-active suspension control method, device and equipment, a vehicle, a medium and a product, in the method, after control data of each shock absorber is obtained, according to sprung mass displacement, sprung mass speed, a historical sprung mass acceleration sequence, unsprung mass displacement and unsprung mass speed in the control data, the sprung mass acceleration sequence is calculated according to the sprung mass displacement, the sprung mass speed, the historical sprung mass acceleration sequence, the sprung mass displacement and the sprung mass speed; and calculating a pavement characteristic frequency domain parameter and a pavement characteristic time domain parameter. And forming a state vector, and inputting the state vector into a damping prediction model to obtain a damping coefficient of the shock absorber. And finally, the damping of each shock absorber is adjusted according to the damping coefficient of each shock absorber. According to the scheme, the damping of the shock absorber is adjusted through the sprung mass displacement, the sprung mass velocity, the historical sprung mass acceleration sequence, the unsprung mass displacement, the unsprung mass velocity, the road surface characteristic frequency domain parameter and the road surface characteristic time domain parameter, and the matching degree of the damping of the shock absorber and the road surface can be improved.

The invention provides an automobile chassis structural member parameter fitting optimization method and a load acquisition method.The parameter fitting optimization method comprises the following steps that actual measurement time history data of vehicle running are measured and acquired, and the actual measurement time history data comprise an axle head force actual measurement time history and a first shock absorber displacement time history; a vehicle suspension vertical vibration model is constructed, loads borne by unsprung mass in the suspension vertical vibration model in the vertical direction are balanced, and the loads borne by the unsprung mass in the vertical direction are related to parameters of an automobile chassis structural part; calculating a shaft head force prediction time history based on actually measured time history data and a suspension vertical vibration model; constructing a loss function according to the difference between the actual measurement time history and the prediction time history of the shaft head force; and an optimization algorithm is adopted to carry out iterative solution on the parameters of the automobile chassis structural component, so that the loss function is minimum, and the optimal fitting value of the parameters of the automobile chassis structural component is obtained. The parameter calibration efficiency can be improved.

The application discloses a secondary expansion sliding mode controller design method based on a three-mass secondary active suspension in the field of automobile suspension, a motor, a hydraulic pump / motor and a shock absorber hydraulic cylinder of an active damping structure are integrated as a third mass of the suspension to design a secondary expansion sliding mode controller, a motion differential equation of the suspension is established, a non-sprung mass acceleration, a third mass acceleration and a sprung mass acceleration are respectively expanded into a state vector as state quantities, a state matrix and a control matrix are expanded, a comprehensive performance evaluation index is rewritten, a unique solution and a feedback vector are solved out by substituting into Riccati equation, and finally an expansion optimal sliding mode control vector and an active control force are solved out; the application only relies on an acceleration sensor, a vehicle state vector containing a nonlinear force is reconstructed through an easily measured acceleration signal, more accurate suspension structure information is provided for the controller, high-frequency vibration transmitted from the ground to the vehicle body is effectively absorbed, and the control precision is improved.

The present invention relates to a saddle-type vehicle comprising a frame, a front wheel and a rear wheel, a suspension system (6) coupling the frame to the front and rear wheels in a variable relative position, and an engine; the vehicle comprising a sprung mass portion and an unsprung mass portion comprising at least a portion of the engine; the suspension system (6) being interposed between said mass portions so as to support the sprung portion relative to the unsprung portion. The suspension system (6) comprises a hybrid mechanical hydropneumatic suspension (15) comprising, in turn, an elastic element (7) having a first stiffness (k1), and a hydropneumatic spring (8) having a second stiffness (k2), which are operationally coupled to each other and define an equivalent stiffness (keq) of the hybrid suspension (15) that varies according to the relative position. Figure 2

A suspension system may have a suspension member operatively connected to a sprung mass and to an unsprung mass, the unsprung mass having an invariant resonance frequency relative to the sprung mass. A MR actuator unit(s) is configured to be positioned between the sprung mass and the unsprung mass, the at least one MR actuator unit including a torque source, and at least one MR clutch apparatus having an input operatively coupled to the torque source, and an output, the at least one MR clutch apparatus controllable to transmit a variable amount of torque between the input and the output. A mechanism between the output and one of the sprung mass and the unsprung mass, the mechanism configured to transmit a force from the output between the sprung mass and the unsprung mass. At least the output has at least one rotating component rotating to transmit the force between the sprung and the unsprung mass. The at least one rotating component has a cumulative inertia associated with a rotation around a rotational axis, the cumulative inertia contributing to a total inertance value of the suspension system. The total inertance value is in a range of 0.2 to 2.2 times a reference value of inertance to minimize an amplitude of transmissibility to the sprung mass at the invariant resonance frequency.

The invention discloses an active suspension actuator, a control method and a vehicle. The active suspension actuator comprises a shell; the motor is used for outputting torque according to the input current; the speed reducer is used for adjusting the output torque of the motor; the non-self-locking linear transmission mechanism is used for converting the rotary motion output by the speed reducer into linear motion and outputting vertical main power, and the non-self-locking linear transmission mechanism has the kinetic energy two-way transmission characteristic so that road excitation can reversely drive the motor to rotate through the non-self-locking linear transmission mechanism. By adopting the non-self-locking linear transmission mechanism, two-way energy transmission between road excitation and a motor is achieved, the vibration absorption capacity of the active suspension is improved, accurate adjustment of the posture of a vehicle body is achieved through sprung mass compensation, dynamic centroid offset compensation and displacement / speed compound control, wheels make good contact with the road surface, and the service life of the vehicle body is prolonged. And control precision reduction caused by vehicle load change is avoided.

The invention relates to a parameter design method and device of an active ISD suspension, and belongs to the technical field of vehicle suspension control, and the parameter design method of the active ISD suspension comprises the following steps: based on the sprung mass, the unsprung mass, the tire equivalent spring stiffness, the running speed and the road surface unevenness coefficient of a target vehicle, calculating the parameter of the active ISD suspension; a vehicle dynamics model of the active ISD suspension system and an MPC controller frame of the active ISD suspension system are constructed; and determining a damping coefficient, a spring stiffness coefficient and an inertia coefficient of each three-element unit based on a GA algorithm and a vehicle dynamics model, and determining an input weight and an output weight of the active ISD suspension system based on the determined damping coefficient, spring stiffness coefficient and inertia coefficient of each three-element unit, the MPC controller frame and the RL model. According to the method, the vehicle performance is ensured while the active ISD suspension parameter design efficiency is improved.

To provide a vehicle control device capable of suppressing an increase in shift shock during a failure of a barrel rotation angle sensor when a transmission undergoes an upshift.SOLUTION: When a barrel rotation angle sensor has a failure, a vehicle control device reduces an increase rate of power source torque in torque restoration control compared with the torque increase rate when the barrel rotation angle sensor is normal. Thus, in a case where the barrel rotation angle sensor has the failure, even if a cycle from a reduction to a restoration of drive force becomes close to a resonance period of sprung mass in a vehicle pitch direction, the vehicle control device suppresses an increase in amplitude of acceleration in a vehicle longitudinal direction. Therefore, the vehicle control device can suppress an increase in shift shock during the failure of the barrel rotation sensor when a transmission undergoes an upshift.SELECTED DRAWING: Figure 2

The invention discloses a tire force online estimation method which comprises the following steps: S1, establishing a vehicle three-degree-of-freedom sprung mass dynamics model, and calculating vertical forces of four wheels by using a first empirical equation; s2, establishing a three-degree-of-freedom vehicle dynamics model, and calculating longitudinal force and lateral force of a front axle and longitudinal force and lateral force of a rear axle by using a second empirical equation; s3, a third empirical equation is established through the longitudinal force and the lateral force of the front axle and the longitudinal force and the lateral force of the rear axle, and the longitudinal force and the lateral force of the four tires under the vehicle body coordinate system are calculated through the vertical force of the four wheels; and S4, performing coordinate transformation through the steering angle by utilizing the longitudinal force and the lateral force of the four tires under the vehicle body coordinate system, and calculating the lateral force of the four tires under the tire coordinate system. The method provided by the invention does not depend on an accurate tire model or a suspension model, does not need a large number of early-stage experiments, and is simple and convenient to implement.

A leveling system for a vehicle includes an electromechanical actuator including an electric motor (102), a gear reduction unit (104) selectively driven by the electric motor, a rotary-to-linear motion conversion mechanism (108), and a clutch (106). The rotary-to-linear motion conversion mechanism includes a first rotatable member adapted to be coupled to one of a sprung mass or an unsprung mass of the vehicle. A linearly translatable member of the rotation-to-linear motion conversion mechanism is adapted to be coupled to the other of the sprung mass or the unsprung mass. The clutch may operate in an off mode or a torque transmitting mode in which power is transmitted between the electric motor and the rotary-linear motion conversion mechanism to vary the distance between the sprung mass and the unsprung mass.

A control method for controlling a motor vehicle with a sprung mass, an unsprung mass comprising a plurality of wheels, an active suspension assembly for suspending the sprung mass with respect to the unsprung mass and controllable to apply for each of the wheels of the motor vehicle a corresponding force; said control method includes a control of the active suspension assembly for applying a first compression force for a first wheel of said wheels, applying a first extension force for a second wheel of said wheels, the second wheel being aligned with the first wheel according to a pitch axis of the motor vehicle, applying a second extension force for a third wheel of said wheels, the third wheel being aligned with the first wheel according to a roll axis of the motor vehicle, and applying a second compression force for a fourth wheel of said wheels, the fourth wheel being aligned with the second wheel according to the roll axis and with the third wheel according to the pitch axis, wherein the first compression force and the first extension force have the same first modulus, just as the second compression force and the second extension force have the same second modulus and are applied simultaneously to each other and simultaneously to the first compression force and to the first extension force, the first and the second modulus being such as to balance a resultant torque due to the control of the active suspension assembly about the roll axis.